Train-signal



E. G. KELLAM.

TRAIN SIGNAL.

APPLICATION men NOV. 22, 1919.

Patented May 25,1920.

2 SHEETSSHEET I.

E. G. KELLAM.

TRAIN SIGNAL. APPLICATION FILED NOV- 22, 19.19.

Patented May 25, 1920.

2 SHEETS-SHEET 2.

aimnsr G. KELLAM, or GRAY, GEORGIA.

TRAIN-SIGNAL.

Specification of Letters Patent.

Patented May 25, 1920.

. Application filed November 22, 1919. Serial No. 340,050.

To all whom it may concern:

Be it known that I, ERNEST G. KELLAM, a citizen of the United States, residing at Gray, in the county of Jones and State of Georgia, have invented a new and useful Train-Signal, of which the following 18 a specification.

This invention relates to a novel form of railway signal to be operated to warn per sons passing alonga highway, of the approach of a train, the devicebelng especially constructed to operate adjacent the railway tracks.

The primary object of the invention is to provide automatic means for operating the signal by the weight of a train passing over the tracks equipped with the device.

A further object of the invention is to provide a device of this character having means for controlling the movement of the signal, the operatin means being constructed to operate wien a train is moving in a predetermined direction.

With the foregoing and other objects in view which willappear as the description proceeds the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed, may be made within the scope of what is claimed, without departing from the spirit of the invention.

Referring to the drawings Figure 1 illustrates a side elevational view of a signal operating mechanism constructed in accordance with the present invention,

Fig. 2 illustrates a plan view of the same.

Referring to the drawings in detail, the reference character 5 designates one of the rails of a railway track, the same being sup ported on the usual railway ties 6, and as shown, the rail is provided with a depending ear 7 which is apertured as at 8 to provide a bearing for the arm 9, which is also apertured to receive the bearing pin 10, on which the arm 9 operates.

This arm 9, is in the form ofa bell crank lever and is provided with a substantially short arm 11, which is of a length to extend upwardly terminating at a point below the lane of the tread of the rail 5, the same bemg provided with an aperture 12, adjacent its upper end for providing means to connect the arm 13 to said arm 11, so that movement of the arm 13 will produce a relative movement of the arms 9 and 11, in one direction.

A weight 14; is secured to the arm 9, adjacent the free end thereof in any suitable manner, and it will be seen that when the arm 13 has been depressed, in a manner to be hereinafter more fully described, and a wheel has passed thereover, the weight 141 will move to return the arms 13 and 11, to their normal positions.

Forming a part of the arm 13, is an arm 15 having connection with the arm 13 through the pivot pin 16, to permit movement of the arm 15 with relation to the arm 13, the lower extremity of arm 15 having pivotal connection with the operating arm 17, as at 18, the operating arm 17 having a relatively long portion 19 which supports the weight 20 adjacent one end thereof, the portion of the arm 19 adjacent the arm 17, extending laterally providing the relatively short arms 21 and 22.

These relatively short arms 21 and 22, are apertured as at 28 to accommodate one end of each of the operating cables 21- and 25, the forward ends of the operating cables 24 and 25 having connection with the transverse arm 26, which is pivotally connected to the rail 5, by means of the pivot pin 27 passing through a suitable opening formed in the arm 26.

Secured to the arm 26, is an arm 28, which oscillates when the arm 26 is moved in either direction, the outer end of said arm 28 be ing shown as apertured as at 29 to receive the lower end of the rod 30, the upper end of which is secured. to the arm 31, for causing the operation of the signal, indirectly, through the actuation of said arm 81.

The signal proper includes a standard which in operation will. be positioned adjacent the track, and at a point in close proximity to the highway crossing the railway tracks, the upper end of said standard terminating at a point to be visible from various points on the highway.

Disposed at the upper end of the standard 32, is a rotatable signaling device 35, which includes radiating arms 34, which are provided with suitable designating characters thereon to indicate danger. This signaling device 33 is keyed or otherwise secured on the stub shaft 35, so that the same will revolve therewith to cause predeterthe movement of the arms is taken up mined signals to be displayed at the railway crosslng.

The arm 31 has one of its extremities keyed or otherwise secured to the shaft 35, the opposite end of said arm being apertured to receive one end of the rod 30, so that movement of the rod 30 produces a relative movement of the arm 31, and shaft- 35 to cause the operation of the signaling device 33.

Assuming that a train is passing over the tracks in the direction as indicated by the arrow in Fig. 1, it will be seen that pressure exerted on the arm 13 at its point of connection with the arm 11, causes the arm 19 to move to the position as indicated in dotted lines in Fig. l, with the result that the cable 24 is moved rearwardly, resulting in a pivotal movement of the plate 26. lt follows that the arm 31 is now moved downwardly, which results in a corresponding movement of the signal to display a proper danger indicating arm. It is therefore obvious that as the various wheels of a train contact with the arm 13, the signal arms will oscillate indicating that a train is approaching the crossing.

It will of course be apparent that after the weight of a train has passed over the arm 13 the weight 20 will move the arms and operating cables to their normal positions.

Assuming that a train is moving in a direction opposite to that indicated by the arrow in Fig. 1, it will be seen that a movement of the arm 13 takes place, which movement is longitudinal of the rail which causes a rocking movement of arm to cause the arm 9 to move to the position as indicated in dotted lines, with the result that through the bell crank lever including the arms 9 and 11, and the movement of the operating cables 24 and 25 being insuflicient for the operation of the de 'ice.

The advantages of the foregoing constructionare obvious, since the same includes a construction adapted for use on single track systems, wherein a signal should be given by trains moving in either direction, but it is to be understood that only one signal. should be operated by a single train, on passing the highway on which the signal device is lo cated.

While I have shown and described the construction to be employed on one side of a highway crossed by a railway track, it is to be understood that a similar construction should be installed on the opposite side of the highway, so that trains moving in either direction will cause the operation of the signal.

Having thus described the invention, what is claimed is 1. In a railway signaling device, a vertical standard, a signal supported on the standard, a pivoted arm including a relatively long weighted arm, and a relatively short arm extending at right angles thereto, an operating arm having a weight supported on one end thereof, a connecting arm connecting the operating arm and pivoted arm, whereby movement of the connecting arm in one direction causes a relative movement of the pivoted arm, and movement of the connecting arm in a longitudinal direc tion causes a relative movement of the operating arm, and. means for connecting the operating arm and signal to cause a relative movement of the signal when the operating arm is moved.

2. In a railway signaling device, a vertical standard, a signal supported on the standard, a pivoted arm supported adjacent the railway rail, an operating arm supported adjacent the rail, a connecting arm connecting the pivoted arm and the operating arm, said connecting arm having a portion thereof normally lying in a plane above the rail, and flexible connecting means connecting this signal and operating arm, .whereby movement of the connecting arm in one direction causes a relative movement of the signal, and means for returning the operating rm to its normal position.

In a railway signaling device, a vertical standard, a signal supported on the standard, a pivoted arm, an operating arm associated with the pivoted arm, a connecting arm for connecting the pivoted arm and operating arm, relatively short arms forming a part of the operating arm, an oscillating arm, flexible means connecting the rela tively short arms and the oscillating arm, a rod having one end connected to the oseillating arm, the opposite end thereof having connection with the signal, whereby movement of the operating arm produces a relative movement of the oscillating arm and rod to cause a movement of the signal, and means for returning the operating arm and connecting arm to their normal position.

In testimony that I claim. the foregoing my own, I have hereto affixed my signature in the presence of two witnesses.

ERNEST G. KELLAM.

lVitnesses lvr E. SIMPSON, THos. L. STLAS. 

